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Commercial Flight in the 1930s

Ford Trimotor

At the beginning of the
1930s, the Ford Trimotor, nicknamed the “Tin Goose” because of its
corrugated metal skin, was one of the planes used for commercial
passenger air travel, although not the only passenger airplane. Boeing
had introduced its Model 80 in 1928, which also was designed as a
passenger transport.

The Ford's most common variant, the 5AT, introduced in 1928,
accommodated 13 passengers in its earliest model and was modified to
seat up to 17. With no air conditioning and little heating, the plane
was hot in summer and cold in winter, and with no circulation system,
its environment was made even more unpleasant by the smell of hot oil
and metal, leather seats, and disinfectant used to clean up after
airsick passengers. Opening a window was the only way to escape the
smell. The Boeing 80 was somewhat more comfortable, equipped with
forced-air ventilation and hot and cold running water. However, no
plane at the time could fly high enough to escape the turbulence
encountered at lower altitudes, and passengers were equally suspect to
airsickness. The Ford Trimotor could reach about 6,000 feet (1,829
kilometre), but its climb to that altitude was slow, and the plane
would surge upward, level off, bump around, and drop repeatedly before
it reached its cruising altitude. The Boeing Model 80 had a higher
14,000-foot (4,267-meter) ceiling but was still subject to turbulence.

In these early days of passenger flight, airlines realized that they
needed to keep passengers happy and encourage them to return once they
were brave enough to fly. In the late 1920s, some airlines employed
male crew members, known as aerial couriers, cabin boys, flight
companions, airplane attendants, or stewards, on their flights. These
men, who were usually teenagers or men of small stature, loaded
luggage, reassured nervous passengers, and helped people get around the
plane. Stout Airlines, which later became part of the United Air Lines
group, is credited with hiring America's first male flight attendants
in 1926 for its Ford Trimotors on the Detroit to Grand Rapids route.
Some airlines used the co-pilot to tend to passengers, serving
beverages, reissuing tickets when a flight was cancelled or delayed,
and reassuring passengers during air turbulence. By the late 1920s, Pan
American Airways, which flew over water, required extensive first aid
and seamanship training for its steward trainees.

In 1930, Boeing Air Transport introduced aviation's first stewardesses
(one per airplane), who were then required to be registered nurses

But on May 15, 1930, everything changed
when Boeing Air Transport introduced the first female flight
attendants. These women, called air stewardesses, attempted to make
passengers more comfortable, offering them water, a sandwich, and
sometimes chewing gum to help relieve ear discomfort. They also carried
baggage, took passenger tickets, checked for gasoline leaks, and tidied
up the cabin after a flight. Ellen Church, a registered nurse, is
credited with convincing Steve Stimpson, manager of Boeing's San
Francisco office, that women could work in a role previously limited to
men. She persuaded the company that nurses were best able to tend to
ailing passengers. Thus, nurses aboard the Boeing Model 80 became the
first female flight attendants, for the salary of $125 per month.
American Airlines began using stewardesses in 1933, and other airlines
soon followed, although Pan American resisted the trend until 1944.

Rules were stringent for these women, who had to work in the confined
space of early passenger aircraft. They could be no taller than five
feet, four inches nor weigh more than 118 pounds. Required age was
between 20 and 26 years, and they had to be single, a rule that lasted
for most airlines into the 1960s.

Passengers made plane reservations by telephone—a new experience for
former rail travellers, who usually bought tickets in person. The air
passenger would phone the airline office, which in the early 1930s was
often at the airport since airports near larger cities were staffed
around the clock. Tickets consisted of a long series of paper coupons
that detailed every leg of the trip. Toward the middle of the decade,
more airline offices opened in downtown areas. Airlines also introduced
the practice of issuing prepaid “scrip” to their regular passengers to
pay for their tickets. Each paper slip in a booklet of scrip was worth
a particular sum of money. When the passenger bought a ticket, the
clerk would tear out one of the paper slips until the entire booklet
was gone. Usually these early “frequent flyers” got a discount on their
fares. Airlines, led by American Airlines, also began using carbon
paper to speed up the ticket-writing process.

In 1936, the airline industry created the Air Transport Association
with its associated Air Travel plan and Air Travel Card, first offered
by American Airlines. After a $425 deposit, the card allowed travellers
to “buy now, pay later” at a 15 percent discount. It was the start of
the credit card industry. By the end of the decade, all the major
domestic airlines offered similar cards that could be used on 17
different airlines. The association also created a standard airline
ticket that, with only minor changes, is still issued as the “paper”
air ticket.

Air travel early in the decade was limited mostly to the upper class
and to those who had a good reason to fly, such as manufacturers'
representatives and those involved in banking. Flying was more
expensive than travelling by train and “discretionary” flying was not
yet practiced. According to aviation historian Roger Bilstein, a market
survey of the 2,500 air fares in 1930 revealed that “85 percent of the
passengers came from major businesses and high-income residential
areas.” Charles Solberg states that, in 1932, the main reason people
flew was speed. Although only 25 people died in an air accident that
year, it was perceived as dangerous; a $5,000 insurance policy for a
plane trip cost $2 while for a trip by train, the cost was 25 cents.
From 1932, the most famous airline passenger of the 1930s was very
likely First Lady Eleanor Roosevelt, who crisscrossed the country by
air.

In 1938, United Airlines operated a sky lounge on some of its DC-3s.
The cabin held 14 passengers and the comfortable seats swivelled toward
or away from the windows

With the introduction of the Douglas DC-2
in 1934 and the DC-3 in 1936, air travel became much more comfortable
and somewhat more commonplace. The DC-2 could fly coast-to-coast faster
than any passenger plane before, and the DC-3 had both day and sleeper
models, allowing passengers to travel cross-country in comfort. By
1939, at least 75 percent of all air travellers were flying on DC-3s.
While the earlier trimotors had been plagued by engines that
transmitted noise and vibration back to the passengers, Douglas planes
added soundproofing to its cabins, ventilation ducts, and structure.
Upholstered seats mounted on rubber and padded arm rests further
reduced noise and vibration. The planes could also fly higher, around
20,000 feet, (6,100 meters), reducing, although not eliminating,
turbulence, and the spar structure made the cabin roomier and easier to
navigate than the contemporary Boeing 247, which had an internal spar
that passengers had to step over.

Almost all the world's airlines flew the DC-3 beginning in the later
1930s

The
introduction of these transports of the mid and late 1930s can be
credited with increasing the number of air passengers from 474,000 in
1932 to 1,102,000 in 1937 and to 1,176,858 passengers in 1938 (U.S.
Department of Commerce statistics). Other statistics state that the
number of passenger miles travelled in the United States increased 600
percent from 1936 to 1941, a growth that was very largely due to the
DC-3. But even as late as 1939, flying travellers made up just 7.6
percent of the long-distance train market. It would take several years
more before the number of passengers travelling by air surpassed the
train.

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